Operation diagram-based method for automatically changing route to turn back in case of interruption

ABSTRACT

The invention relates to an operation diagram-based method for automatically changing a route to turn back in case of interruption. The method obtains an alternative turn-back point according to the position of a fault point and the information of a line turn-back station, calculates a corresponding turn-back plan of the alternative turn-back point according to an operation diagram of the current day, and finally automatically changes an online train route according to the new turn-back plan, so as to realize automatic turn-back of a train after route adjustment in case of interruption. Compared with the prior art, the method has the advantage of being able to keep the compatibility with an existing operation diagram while quickly changing a route in case of partial line interruption, so as to facilitate quick recovery of planned operation after a fault is removed.

TECHNICAL FIELD

The invention relates to operation control of urban rail transit, inparticular to an operation diagram-based method for automaticallychanging a route to turn back in case of interruption.

RELATED ART

Line interruption in urban rail transit refers to the phenomenon thatsome stations or sections are out of service due to unexpected eventssuch as train collision, derailment, and failures and damage offacilities and equipment, which results in the destruction of roadnetwork connectivity. Sudden interruption greatly reduces thereliability and carrying capacity of subway operation and disrupts thetravel plan of passengers, and if a passenger evacuation strategy cannotbe adopted in time, accidents such as a stampede may be caused.

When interruption occurs to a subway, some lines become inaccessible.Generally, traffic organization will be adjusted in real time accordingto the line interruption situation. The adjustment strategies includethe following:

-   unilateral to-and-fro, that is, a train runs back and forth on one    side only, which is mainly used in case of unilateral interruption;-   route adjustment, that is, changing a train route, so as to avoid a    fault area and allow a train to run normally in a non-fault area,    which is applicable to the situation where a station is completely    interrupted and there are turn-back stations in a non-interruption    zone; and-   a combination mode, that is, using unilateral to-and-fro and route    adjustment flexibly according to different interruption area    structures, which is suitable for complex line structures.

The research on train organization adjustment under line interruption inChina mainly focus on the research of emergency plans. Every time atrain turns back during route adjustment, manual operation is required,and dependence on human experience leads to errors easily. Therefore,automation of route adjustment has become a research focus. Manyachievements have been made in the automation of equal-intervalturn-back, but the research on how to match an original operationdiagram plan after route adjustment is still in the initial stage.

It is found through searching that China Patent No. CN10860903Adiscloses an automatic turn-back control method for unmanned trains, andChina Patent No. CN110936987A discloses a full-automatic turn-backcontrol method for urban rail transit trains, both of which areautomatic turn-back control technologies used in the process ofautomatic driving. However, neither of the two patents mentions thechange of turn-back lines in case of interruption, so how to quickly andeffectively change a turn-back point in case of interruption becomes atechnical problem to be solved.

SUMMARY OF INVENTION

In order to overcome the defects in the prior art, the inventionprovides an operation diagram-based method for automatically changing aroute to turn back in case of interruption.

The purpose of the invention can be realized by the following technicalscheme.

According to one aspect of the invention, an operation diagram-basedmethod for automatically changing a route to turn back in case ofinterruption is provided. The method obtains an alternative turn-backpoint according to the position of a fault point and the information ofa line turn-back station, calculates a corresponding turn-back plan ofthe alternative turn-back point according to an operation diagram of thecurrent day, and finally automatically changes an online train routeaccording to the new turn-back plan, so as to realize automaticturn-back of a train after route adjustment in case of interruption.

As a preferred technical scheme, the method comprises the followingsteps:

-   step S₁) inputting fault position information, original operation    diagram plan information and line station type diagram information;-   step S₂) finding an affected original planned route, the alternative    turn-back point and an alternative route according to the    information input in step S₁;-   step S₃) obtaining a departure interval of the alternative route    obtained in step S₂ according to a planned interval of the original    planned route;-   step S₄) calculating a turn-back time of the alternative route    according to the departure interval of the alternative route    obtained in step S₃;-   step S₅) making a matched new turn-back plan for an online train    according to the original operation diagram planned time and the    position of the online train input in step S₁;-   step S₆) updating a running path of the online train according to    the new turn-back plan obtained in step S₅;-   step S₇) conducting turn-back number changing according to the    turn-back plan obtained in S₅ after the train with route changed in    step S₆ reaches the alternative turn-back point; and-   step S₈) after the train arrives at another terminal of the    alternative route, if the terminal is a non-alternative turn-back    point, turning back according to a planned train number obtained    after number changing in step S₇.

As a preferred technical scheme, step S₂) specifically comprises:

-   step S₂₁, finding a platform affected by the fault according to the    fault position information input in step S₁, and then obtaining the    affected original planned route;-   step S₂₂, searching for a nearest turn-back platform at both ends of    a fault area according to the fault position information input in S₁    to obtain the alternative turn-back point; and-   step S₂₃, searching for the alternative route according to the    alternative turn-back point of step S₂₂ and the original planned    route of step S₂₁.

As a preferred technical scheme, step S₄) specifically comprises:

-   step S₄₁) determining whether there are multiple routes at the    alternative turn-back point, and calculating the constraint    relationship between the routes if yes; and-   step S₄₂) for a multi-route turn-back point, calculating a turn-back    time according to the constraint relationship obtained in step S₄₁,    and for a single-route turn-back point, using a default turn-back    time.

As a preferred technical scheme, in step S₄₁), specifically,

-   assuming that there are n routes at the alternative turn-back point    A, the running cycle of the route n is T_(full cycle n)    =T_(turnback n) + T_(operation n), where T_(operation n) is the    to-and-fro time except turn-back, T_(turnback n) is the turn-back    time of the turn-back point A, the departure interval is    T_(interval n), and the number of trains required for the route n is    N_(train n) = T_(full cycle n)/T_(interval n), where T_(interval n)    is departure interval; and-   after route changing, the train runs according to the original    planned time, that is, the original planned to-and-fro running time    except turn-back is T_(operation n) = T_(plan n), and the following    constraint relationship is obtained:-   $\begin{array}{l}    {{\text{N}_{\text{train}\mspace{6mu}\text{n}}/\text{N}_{\text{train n-1}}} = \left( {\text{T}_{\text{turnback n}} + \text{T}_{\text{plan n}}} \right)*\mspace{6mu}} \\    {\text{T}_{\text{interval n-1}}/{\left( {\text{T}_{\text{turnback n-1}} + \text{T}_{\text{plan n-1}}} \right)*\mspace{6mu}\text{T}_{\text{interval n}}.}}    \end{array}$

As a preferred technical scheme, step S₅) specifically comprises:

-   step S₅₁, calculating an arrival plan of the alternative turn-back    point;-   step S₅₂, calculating the time when the train arrives at the    alternative turn-back point after route changing; and-   step S₅₃, according to the time obtained in step S₅₂ and the arrival    plan of the alternative turn-back point obtained in step S₅₁, making    a matched turn-back plan for the online train based on time.

As a preferred technical scheme, the step S₅₁ is based on the passengeron/off time of the original operation diagram input in step S₁ and theturn-back time of the alternative turn-back point obtained in step S₄.

As a preferred technical scheme, the method keeps the compatibility withthe existing operation diagram.

As a preferred technical scheme, in case of interruption, the methodautomatically changes a train route for a zone with turn-backconditions, so that the train runs in a non-fault zone as planned.

As a preferred technical scheme, the method automatically generates aturn-back plan of the alternative turn-back point according to theposition of the online train.

Compared with the prior art, the invention has the following advantages.

1) The invention provides an operation diagram-based adjustment methodin case of line interruption, which is different from an existingequal-interval adjustment method in that it keeps the compatibility withan existing operation diagram, so as to facilitate quick recovery ofplanned operation after a fault is removed.

2) The invention automatically searches for an alternative turn-backpoint and generates a running route according to a fault position and aline structure, which can effectively reduce manual work.

3) The invention automatically generates a turn-back plan of thealternative turn-back point according to the position of an onlinetrain, without excessively relying on manual experience.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a flowchart of the invention.

DESCRIPTION OF EMBODIMENTS

Hereinafter, the technical scheme in the embodiments of the inventionwill be described clearly and completely with reference to the drawingsin the embodiments of the invention. Obviously, the describedembodiments are only part of the embodiments of the invention, not allof the embodiments. Based on the embodiments of the invention, all otherembodiments obtained by those of ordinary skill in the art withoutcreative labor are within the scope of the invention.

The invention provides an operation diagram-based method forautomatically changing a route to turn back in case of interruption. Incase of interruption, the method automatically changes a train route fora zone with turn-back conditions, so that the train runs in a non-faultzone as planned.

The invention specifically comprises the following steps:

-   step S₁, inputting fault position information, original operation    diagram plan information and line station type diagram information;-   step S₂, finding an affected original planned route, the alternative    turn-back point and an alternative route according to information    such as the fault position input in step S₁;-   step S₃, obtaining a departure interval of the alternative route    obtained in step S₂ according to a planned interval of the original    planned route;-   step S₄, calculating a turn-back time of the alternative route    according to the departure interval of the alternative route    obtained in step S₃;-   step S₅, making a matched new turn-back plan for an online train    according to the original operation diagram planned time and the    position of the online train input in step S₁;-   step S₆, updating a running path of the online train according to    the plan obtained in step S₅;-   step S₇, conducting turn-back number changing according to the    turn-back plan obtained in S₅ after the train with route changed in    step S6 reaches the alternative turn-back point; and-   step S₈, after the train arrives at a non-alternative turn-back    point of the alternative route, turning back according to a planned    train number obtained in step S₇.

The step S₂ specifically comprises:

-   step S₂₁, finding a platform affected by the fault according to the    fault position information input in S₁, and then obtaining the    affected original planned route;-   step S₂₂, searching for a nearest turn-back platform at both ends of    a fault area according to the fault position information input in S₁    to obtain the alternative turn-back point; and-   step S₂₃, searching for the alternative route according to the    alternative turn-back point of step S₂₂ and the original planned    route of step S₂₁.

The step S₄ specifically comprises:

-   step S₄₁, determining whether there are multiple routes at the    alternative turn-back point, and calculating the constraint    relationship between the routes if yes; and-   step S₄₂, for a multi-route turn-back point, calculating a turn-back    time according to the constraint relationship obtained in step S₄₁,    and for a single-route turn-back point, using a default turn-back    time.

In step S₄₁, specifically,

-   assuming that there are n routes at the alternative turn-back point    A, the running cycle of the route n is T_(full cycle n)    =T_(turnback n) + T_(operation n), where T_(operation n) is the    to-and-fro time except turn-back, T_(turnback n) is the turn-back    time of the turn-back point A, the departure interval is    T_(interval n), and the number of trains required for the route n is    N_(train n) = T_(full cycle n)/T_(interval n), where T_(interval n)    is departure interval; and-   after route changing, the train runs according to the original    planned time, that is, the original planned to-and-fro running time    except turn-back is T_(operation n) = T_(plan n), and the following    constraint relationship is obtained:-   $\begin{array}{l}    {{\text{N}_{\text{train}\mspace{6mu}\text{n}}/\text{N}_{\text{train n-1}}} = \left( {\text{T}_{\text{turnback n}} + \text{T}_{\text{plan n}}} \right)*\mspace{6mu}} \\    {\text{T}_{\text{interval n-1}}/{\left( {\text{T}_{\text{turnback n-1}} + \text{T}_{\text{plan n-1}}} \right)*\mspace{6mu}\text{T}_{\text{interval n}}.}}    \end{array}$

The step S₅ specifically comprises:

-   step S₅₁, calculating an arrival plan of the alternative turn-back    point based on the passenger on/off time of the original operation    diagram input in step S₁ and the turn-back time of the alternative    turn-back point obtained in step S₄;-   step S₅₂, calculating the time when the train arrives at the    alternative turn-back point after route changing; and-   step S₅₃, according to the time obtained in S₅₂ and the arrival plan    of the alternative turn-back point obtained in S₅₁, making a matched    turn-back plan for the online train based on time.

Specific Embodiments

The method of the invention will be described with reference to FIG. 1 .The method comprises the following steps:

-   step S₁, a fault position G, original operation diagram plan    information (including two routes A-B and A-C) and a line station    type diagram are input;-   step S₂, according to the information input in step S₁, the fault    point G is on an original planned route A-B, and the original    planned route cannot directly run to B because of fault interruption    of A; turn-back platforms C and D which have the shortest distance    are searched for at both ends of the fault point G, C and D are    alternative turn-back points, and A-B is decomposed into alternative    routes A-C_(new) and D-B;-   step S₃, a departure interval of the original planned route A-B is    T_(interval A-B), and after the turn-back point becomes C, a    departure interval T_(interval A-C new) of the alternative route    A-C_(new) is equal to T_(interval A-B);-   step S₄, according to the step S₃, it can be known that a 1:1    proportional relationship exists between the number of trains    required for the route A-C_(new) and the number of trains on A-C,    and the constraint relationship is as follows:-   $\begin{array}{l}    {\text{N}_{\text{train A-C new}}/{\text{N}_{\text{train A-C}} = \left( {\text{T}_{\text{turn-back A-C new}} + \text{T}_{\text{operation}\quad\text{A-C new}}} \right)\mspace{6mu}*\mspace{6mu}}} \\    {\text{T}_{\text{interval A-C new}}/\left( \text{T}_{\text{turn-back A-C}} \right)} \\    {\left( {+ \text{T}_{\text{operation A-C}}} \right)*\mspace{6mu}\text{T}_{\text{interval A-C}} = 1;}    \end{array}$-   according to the original operation diagram plan, the proportional    relationship between T_(interval A-C new) and T_(interval A-C) can    be obtained; assuming T_(interval A-C new)/ T_(interval A-C plan)=1,    the turn-back time of the route A-C_(new) at the turn-back point C    is    T_(turn-back A-C new)=T_(turn-back A-C)+T_(operation A-C)-T_(operation A-C new);    assuming that the default turn-back time of the turn-back point D is    T_(D default), only the route B-D_(new) turns back at the turn-back    point D, and it can be known from step S₃ that the turn-back time of    the route B-D_(new) at the turn-back point C is    T_(turn-back D-B)=T_(D) default;-   step S₅, according to the planned time of the train at the passenger    on/off platform closest to the alternative turn-back points C and D    and the turn-back time obtained in step S₄, the planned arrival time    of the turn-back points C and D is calculated, then the estimated    time when the online train arrives at the turn-back points C and D    is calculated, and a planned number with the closest matching time    is allocated to the online train;-   step S₆, according to the planned number obtained in step S₅, the    online train running path is updated to A-C_(new) or D-B;-   step S₇, after the train 1 with the original running route A-B    reaches the alternate turn-back points C and D, a departure planned    turn-back number obtained in S₆ is 003; and-   step S₈, the train 1 turns back at the turn-back point A according    to the planned number 003.

The above are only specific embodiments of the invention, but theprotection scope of the invention is not limited thereto. Any personfamiliar with the technical field can easily think of various equivalentmodifications or substitutions within the technical scope disclosed bythe invention, and these modifications or substitutions should fallwithin the protection scope of the invention. Therefore, the protectionscope of the invention shall be subject to the protection scope of theclaims.

1. An operation diagram-based method for automatically changing a routeto turn back in case of interruption, wherein the method comprises:obtaining an alternative turn-back point according to a position of afault point and the information of a line turn-back station, calculatinga corresponding turn-back plan of the alternative turn-back pointaccording to an operation diagram of the current day, and finallyautomatically changing an online train route according to a newturn-back plan, so as to realize automatic turn-back of a train afterroute adjustment in case of interruption.
 2. The operation diagram-basedmethod for automatically changing a route to turn back in case ofinterruption according to claim 1, wherein the method comprisesfollowing steps: step S₁) inputting fault position information, originaloperation diagram plan information and line station type diagraminformation; step S₂) finding an affected original planned route, thealternative turn-back point and an alternative route according toinformation input in step S₁; step S₃) obtaining a departure interval ofthe alternative route obtained in step S₂ according to a plannedinterval of the original planned route; step S₄) calculating a turn-backtime of the alternative route according to the departure interval of thealternative route obtained in step S₃; step S₅) making a matched newturn-back plan for an online train according to original operationdiagram planned time and a position of the online train input in stepS₁; step S₆) updating a running path of the online train according tothe new turn-back plan obtained in step S₅; step S₇) conductingturn-back number changing according to the turn-back plan obtained instep S₅ after the online train with route changed in step S₆ reaches thealternative turn-back point; and step S₈) after the online train arrivesat another terminal of the alternative route, if the another terminal isa non-alternative turn-back point, turning back according to a plannedtrain number obtained after number changing in step S₇.
 3. The operationdiagram-based method for automatically changing a route to turn back incase of interruption according to claim 2, wherein step S₂ specificallycomprises: step S₂₁, finding a platform affected by fault according tothe fault position information input in step S₁, and then obtaining theaffected original planned route; step S₂₂, searching for a nearestturn-back platform at both ends of a fault area according to the faultposition information input in step S₁ to obtain the alternativeturn-back point; and step S₂₃, searching for the alternative routeaccording to the alternative turn-back point of step S₂₂ and theoriginal planned route of step S₂₁.
 4. The operation diagram-basedmethod for automatically changing a route to turn back in case ofinterruption according to claim 2, wherein step S₄ specificallycomprises: step S₄₁) determining whether there are multiple routes atthe alternative turn-back point, and calculating constraint relationshipbetween the routes if yes; and step S₄₂) for a multi-route turn-backpoint, calculating a turn-back time according to the constraintrelationship obtained in step S₄₁, and for a single-route turn-backpoint, using a default turn-back time.
 5. The operation diagram-basedmethod for automatically changing a route to turn back in case ofinterruption according to claim 4, wherein step S₄₁ specificallycomprises: assuming that there are n routes at the alternative turn-backpoint A, a running cycle of the route n is T_(full cycle n)=T_(turnback n) +T_(operation n), where T_(operation n) is to-and-frotime except turn-back, T_(tumback n) is turn-back time of the turn-backpoint A, a departure interval is T_(interval n), and a number of trainsrequired for the route n is N_(train n) =T_(full cycle n)/T_(interval n); and after route changing, the onlinetrain runs according to original planned time, that is, original plannedto-and-fro running time except turn-back is T_(operation n) =T_(plan n), and following constraint relationship is obtained:$\begin{array}{l}{{\text{N}_{\text{train}\mspace{6mu}\text{n}}/\text{N}_{\text{train}\mspace{6mu}\text{n-1}}}\text{=}} \\{\left( {\text{T}_{\text{turn-back}\mspace{6mu}\text{n}} + \text{T}_{\text{plan}\mspace{6mu}\text{n}}} \right)\text{*}{\text{T}_{\text{interval}\mspace{6mu}\text{n-1}}/\left( {\text{T}_{\text{turn-back}\mspace{6mu}\text{n-1}} + \text{T}_{\text{plan}\mspace{6mu}\text{n-1}}} \right)}\text{*T}_{\text{interval}\mspace{6mu}\text{n}}}\end{array}$ .
 6. The operation diagram-based method for automaticallychanging a route to turn back in case of interruption according to claim2, wherein step S₅ specifically comprises: step S₅₁, calculating anarrival plan of the alternative turn-back point; step S₅₂, calculatingtime when the online train arrives at the alternative turn-back pointafter route changing; and step S₅₃, according to the time obtained instep S₅₂ and the arrival plan of the alternative turn-back pointobtained in step S₅₁, making a matched turn-back plan for the onlinetrain based on time.
 7. The operation diagram-based method forautomatically changing a route to turn back in case of interruptionaccording to claim 6, wherein the step S₅₁ is based on passenger on/offtime of original operation diagram input in step S₁ and the turn-backtime of the alternative turn-back point obtained in step S₄.
 8. Theoperation diagram-based method for automatically changing a route toturn back in case of interruption according to claim 1, wherein themethod comprises keeping compatibility with existing operation diagram.9. The operation diagram-based method for automatically changing a routeto turn back in case of interruption according to claim 1, wherein incase of interruption, the method comprises automatically changing atrain route for a zone with turn-back conditions, so that the onlinetrain runs in a non-fault zone as planned.
 10. The operationdiagram-based method for automatically changing a route to turn back incase of interruption according to claim 1, wherein the method comprisesautomatically generating a turn-back plan of the alternative turn-backpoint according to a position of an online train.